Vaporizer



Jam.v 29 1924. 1,482,175

H. C. WILSON VAPORI ZER Filed May 13, 1922 3 Sheets-Sheet 1 Jan. 29 1924.

H.C.WH5ON VAPORIZER Filed Mai 15,

1922 5 Sheets-Sheet 5 Patented Jan. 29, 1924.

UNITED STATES PATENT OFFICE.

VAPORIZEB.

Application filed May 13, 1922. Serial No. 560,856.

To all whom it may concern:

Be it known that I, HARRY C. W ILSON, a citizen of the United States, residing at De- ,troit, in the county of Wayne and State of Michigan, have invented a new and useful Vaporizer, of which the following is a specification.

My invention is directed to an improvement in Vaporizers, designed to be interposed between the carburetor and engine, and is adapted to add a proportionately measured amount of hot air to the mixture from the carburetor.

The improved construction is designed to be mechanically. controlled in order to determine the amount of hot air admitted to the mixture, this control, in addition to bemg coincident with the movement of the throttle valve, is also designed to be governed coincidently with an independent locking valve control.

This dual control of the vaporizer, provides positive selective proportioning of the hot air to the mixture under all operating 2 conditions of the vehicle.

' The control of the vaporizer through and in accordance with the valve lock, is an essentially important detail of the present invention, as thereby, for example, in starting a cold motor, the vaporizer may be cut off Y from the mixture bythe independent valve control, and locked out of action and this without interfering with the movement of the throttle valve.

Thus the vaporizer may be maintained out of action, until the motor is warm, whereupon the vaporizer is unlocked, and released for its subsequent control by the throttle valve lever.

The invention, in the preferred form of details, will 'be described in the following specification, reference being had therein to the accompanying drawings, in which Fig. 1 1s a perspective'view, illustrating the application of the improved vaporizer,

attached to the engine.

Fig. 2 is an end elevation of the same partly in section, illustrating the valve closed at advanced position of-the carburetor lever.

Fig. 3 is an end elevation of the same membe partly in section, illustrating the hot'air dis- .partly in section, illustrating the valve closed at retard position of the carburetor lever, also illustrating the independent valve P locking control.

Fi 5 is a perspective view of the heating mem er.

Fig. 6 is a vertical longitudinal sectional view through the device assembled.

Fig. 7 is a section on line 7-7 of Fig. 5". Fig. 8 is a view of the operating member throughout the several views.

' The improved vaporizer includes generally a means for collecting heated air and .tributing chamber, also the valve entirely of the independent locking valve control. Similar numerals refer to similar parts distributing the same to the mixture in the inletmanifold; the valve forthe control of.

the heated air being dually controlled by the usual rod for operating the throttle 1 valve, such rod being governed by the usual I lever, and independent valve operating rod In the particular and preferred form of details, the vaporizer comprises what might be termed a heating element 1, preferably 7 in the form of a substantially quadrangular shell, the contact side 2 of which is adapted to be held in close contact'with the exhaust pipe 3 of the engine.

The cars 4 at the lower part of the heater are designed for,'and suitably located, so

that with them, the heater may be clamped to the exhaust pipe 3, with the engines clamps 5.

The discs 6, being equal in thickness to the ears 4, permit the clamps 5 to .press evenly and equally on each end. The grooved side 7, of the heater is formed into a continuous groove, starting at the end opening 8, and running back and forth from end to-end to the exit 9. When the come in fact a continuous pipe line, running from the opening 8, to the exit 9.

The pipe thus arranged carries the air back and forth from the inlet opening 8 to the exit 9 and as the heating -'member gets very hot from its close contact with the exhaust pipe 3 the air gets very hot, which is the object of this particular arrangement of the groove or pipe.

The heating element, which will be here inafter termed a stove, is connected through a flexible pipe 12, with a. hot air control and distributin member, illustrated more particularly in Figs. 2 and 4 inclusive. The pipe being connected with the distributing member at the pipe socket 13.

The distributing member comprisesa metallic section 14, adapted to be secured in the inlet manifold 15,. between the carburotor 16 and the engine.

This section 14 is secured to flanges 17,

. of the divided inlet manifold, as by bolts 18,

through the bolt holes 19, in metallic. section 14. Thus connected, the passage 20, is in alignment with the passage of the inlet manifold, both passages being of the same size.

Section 14 is formed with a bore of three different diameters 21,22,-- and 23 so that of the channel.

Section 14 is further formed with a horizontal bore 27, communicating with the channel 25 through the bore 28.

The bore 28 is controlled by a valve member of piston form as 29, slidably mounted in bore 27, integral with the tube extension bore 30. The valve piston 29 is directly actuated by a right angled push rod 31, the rod being slidably parallel with the valve piston 29 and mounted in bearings 32 and 33, and connected with the valve piston through the bore 34.

The operative member of the piston valve is the-adjustable presser foot 35 mounted on the push rod 31 and adjustably secured thereto. by the set screw 36. The push rod 31 extends sufiiciently beyond the bearing 33 .so that a spring 37 may be coiled about the .rod 'and held securely there which is threaded on the rod.

The spring bearing as it ,does against the by the nut shoulder of the push rodbearing 33 and the nut 38, serves tooperatively move the valve piston in one direction, the valve however-is governed when desired bythe movement of the carburetor lever 39, this lever being indirectly connected to the gasoline throttle by the rod 40, this being one of the dual controls of the valve piston."

Q The proportional. admissionlft fflieatgfi;an;

rovided a nar-' provided underv the. usual to the mixture is of course determinedby the position of the piston valve 29, and the desired control of this valve in accordance the bore 28, the valve at the same time being locked closed, resulting from the position of the rod 41, thus as the point of pressure of the rod at 43 with the push'rod 31 is below the centre of the rods bearing in the bore 45, it will thus be seen that the push of the sprin 37 tends to keep the valve locked, close Now while the valve is locked in this position, the gasoline throttle is retarded, which in turn brings the carburetor lever 39 to the position shown in Fig. 4, then the presser foot 35 is slipped on the pushrod 31 until the presser foot comes in contact with the lever 39, there the presser foot is secured with the set screw 36. Then the rod 41 is turned to position shown in Fig. 3, and

when the gasoline throttle is advanced, the lever 39 gradually moves forward, the presser foot v35 follows, being forced by the spring 37, thus Fig. 3 shows the piston valve 29 fully open as the diameter of the piston valve is smaller at 46 opposite bore 28, thus the heated air passes through the opening thus made by the smaller diameter, and

goes on through bore 28, to channel 25, then through the slit 26, to the passage 20.

When it is desired that the car spring forward quickly, the gasoline throttle is quite far advanced then the lever 39'moves to the position shown in Fig. 2, the presser foot 35 follows until itcan go no further, being stopped by the push rod 31 coming into contact with the side of the bearing of the rod 41 at 47.

The piston valve 29 being sufficiently large at 48, opposite bore 28, the valve thus is closed and the heated air cannot enter into the bore 28. The valve piston formed as it is and arranged relatively thus, automatic control of the vaporizer is thereby tions of the vehicle.

It is importantyhoweyer, that the? valve be controlled under other conditions than that dependent u 'n the operation of the throttle valve. I

or example, under. some running condij conditions,-as in starting the cold motor, 'i t'j is negessary tohave a rich Qmixture, at allpositions ofahe throttle valve "forvth'a i'nigs as others, the stove is not furnishing heated air, and itis desirable that little if any valve ,must be capable of control; to meet these conditions,,and' for this purpose there is providedtheadditional vaporizer valve control throlggh the rod 41 as shown particularlyin igs. 1 and 4.

Therefore, under conditions noted, as for exaniple in starting a cold motor, by turning the rod 41 to the position shown in Fig.

4, the vaporizer valve is,closed and .locked, thus the flowof air to the mixture being entirely out off and this without regard to any position of the throttle lever. v

" herefore, underv anyadverse conditions, the vaporized valve may be effectively con trolled by the rod 41, as well as by the throttle lever, and thus the driver has within his power and judgement, the efiectiveygovernment of the air admission to the mixture without necessarily limiting his ordinary control of the vehicle.

The rod 41 is provided with a securingmetal bracket 48, shown in Figs. '1 and 8, this bracket when attached with a screw to the under edge of the instrument board 49', holds the rod in a practically straight line from the instrument board to the vaporizer.. The rod is made foldin so that it may be more conveniently packe for shipment, it is secured atthe folding joints with the pins 49 and 50, the U shaped bend 51 in the eflf'ectively vaporize the latter.

Fig. 6 illustrates the direction the heated air takes on its way to the passage 20, the large arrows indicating the mixture on its way from the carburetor, in order to enter the intake manifold the mixture must pass the narrow slit 26 throughwhich the heated air enters the assage 20.

The bore of three section 14 as well as the removable annular flanged bushing 24 are especially designed thus, first so that when the same are .fitted together the annular channel 25 and slit 26 is formed, and second, so that the channel I and slit mayresult, by simpl moulding section 14, and bushlng 24 in t is way, 510 machining is necessary, which reduces the cost of manufacture considerably.

Having thus described the invention, what I claim as new is:

1. The cambinationv with a gas engine having an intake manifold, .a carburetor and eeann ifi'erent diameters in mechan sm for controlling the same, of an auxiliary air supply means; and means dis I connected from said controlling mechanism air be added to the mixture; therefore the and cooperating therewith for controlling solely said sup ly means.

2. The combination with a gas engine having an intake manifold, a carburetor and mechanism for controlling the same, of an;

actuating solelysaid controlling means.

*4. The com nation ,with a gas engine having an intake manifold, a carburetor and control mechanism for operating the same, of an auxiliary. air supply means; means for controlling the flow of air through said supply means; means disconnected from and. operable by said control mechanism for ac-' tuating said controlling means; and additional means for manuallyactuating said controlling. means.

. 5. The combination with a gas engine having an intake manifold, a carburetor and control mechanism for operating the same,

of an auxiliary air supply means; means for controlling the flow of air through said means; and means disconnected from and operable by said control mechanism, upon the opening of the same beyond a predetermined point, for actuating said controlling means.

6. In combination with a gas engine having an intake manifold, a carburetor and control mechanism for operating the same, an auxiliary-air supply means; and means, disconnected from said control mechanism, for opening said control means upon the opening of said control mechanism beyond L a predetermined point and for closing the same upon the further epening of. said control mechanism beyon a predetermined point. I

7. The combination with a gas engine' having an intake manifold, a. carburetor and controlmechanism for operating the same, of an; auxiliary air sup ly means; and a pairof means forcontrolhng the flow of. air through said supply means, one of said control-means being manually operable and the 'other'being disconnected-from and operable by said control mechanism.

having an intake member, a carburetor and control mechanism for operating the same, of a fuel vaporizer havin an air conduit therein; means for opening and closing Y 8. The combination with a gas engine I solely said conduit, said means being disconnected from and operable by said control mechanism.

9. In a fuel vaporizer having an air conduit, means controlling the flow of fuel through said conduit; means for operating operating of said control mechanism beyond valve in one direction, said means said control means in relation to the operation of the control mechanism of a carburetor with which used; and additional means for operating said control means, said additional means being independent of and disconnected from said first mentioned operating means.

10. In a fuel vaporizer having an air conduit therein, a, sliding valve for controlling the flow of fluid therethrough; means cooperating with the operating leveriof a carburetor with which used for movin said mg disconnected from said lever; and means for automatically moving said valve in the opposite direction.

'11. In a fuel vaporizer having an air conduit, means for opening and closing said conduit;-means adapted for frictional engagement with the'control mechanism of a carburetor with which used for operating said opening and clgsing means upon, the

. a apredetermined point; and means for maintaming operating means in said engagement during certain positions of said control mechanism.

12. In a fuel vaporizer having an air conduit, means for controlling the flow of air therethrough; thrust receiving means disconnected from the carburetor with which used for operating said controlling means; and additional manually operable means for operating said controlling means.

13. In a fuel vaporizer having an air conduit, means for opening and closing said conduit to permit the passage of air there- ;through; means for deflecting the said air from its path of travel; means adapted for frictional engagement with the control mechanism of a carburetor with which used for operating said opening and closing means upon the operating of said control mechanism beyond a, predetermined point;

and means for maintaining said operating means'in said engagement during certain positlons of sald control mechanlsm.

HARRY C. WILSON.

Witnesses: I 1 W. GLENDINNING,

E. J. SWEENEY. 

